Carbureter



(No Model!) 2 She'evtsQ-Shelet 1. F. R. PARR &R. B. AVERY.

` GARBURBTOR.

No. 559,341. Patented Apr. 28, 1896.

MMM-4, f www2@ (No Model.) 2 Sheets-Sheet 2.

1.VR.PARR 8a R. B. AVERY. l GARBURETOR. No. 559,341. Patented Apr. 28, 18916.

em i I w if@ ./M W f /m UNITED STATES vATENT OFFICE..

FLORENCE R. PARR AND RICHARD B. AVERY, OF SAN FRANCISCO, CALIFORNIA.

CARBURETER.

SPECIFICATION forming part of Letters Patent No. 559,341, dated April 28, 1.896.

l Application filed November 5.1895. Serial No. 568,064. (No model.)

To all whom it may concern:

Be it known that we, FLORENCE R. PARR and RICHARD HAVERY, citizens of the United States,residin g at San Francisco,in the county of San Francisco and State of California, have invented a new and useful machinefor charging atmospheric air with the combustible vapors of petroleum or otherliquid hydrocarbons and preparingthe combination for use as fuel under boilers in brick, lime, and pottery kilns, glassworks, and the various kinds of blast-furnaces, cupola-furnaces, and smelters, of which the following is a specification.

We attain the objects indicated by the mechanism illustrated in the accompanying drawings, in which- Figure l is a horizontal section of the machine divided so as to show all parts except the air-compressor, blower, or other source I supplying the air and giving it the required pressure. Fig. 2 is a sectional view of the machine and a locomotive to which it is attached, showing the funnel through which air is forced into the machine, the amount and pressure under which theiair enters being regulated by the speed of the locomotive.

Similar letters and figures refer to similar parts in both the views.

The oil-reservoir A and the carbureter B should be made of sheet iron or copper, the thickness and strength of which must be determined by the use to which it is to be put. If on a locomotive, where the jar is great, then strength is a requisite. The line from G to F indicates the bottom of the oil-reservoir and is also the top of the carbureter. This must be strong, having to bear the weight of the necessary supply of oil.

C is the inlet for atmospheric air furnished under pressure by a blower, air-pump, or air-compressor, which column of air is divided by a series of metal sheets H and is forced through the oil in the first compartment and under the edge of the first partition. Here the force of the passing air puts in motion a wheel or agitator D, beinga pinion to which blades are fixed longitudinally, the revolving of which disturbs the oil in compartment 2. This process is repeated through the several compartments until the outlet is reached at C2and a combustible vapor of very high caloric value is produced.

It is a prime requisite to keep the oil in the machine at a uniform gravity. Atoms of oil are taken up by everyinch of passing air. WVe secure uniformity of' gravity and retain a uniform level of oil in the machine by means of an automatic feed-valve E, connecting the reservoir and the carbureter.

In a very cold climate and when using thick oil of low gravity we introduce a coil of pipe into the reservoir and machine, through which we keep up a circulation of live steam, insuring fluidity of the oil and a supply of vapor easily assimilated by the air. A coil of half-inch pipe will be sufiicient for this purpose.

In Fig. 2 a funnel L at the rear end of the locomotive-tender shows how air maybe obtained in quantity and under sufficient pressure when the locomotive is in mot-ion. As a rule the supply of fuel required depends on the speed to be attained, and the carbureted air supply will increase just as fast as the speed is increased. When the percentage of oil-vapor carried by the column of air is just sufficient to form a violent explosive, there is danger of the flame following the column of vapor back to the oil supply, and espe'cialy should there be any material reduction in the pressure of the incoming air or an entire suspension of pressure. To remove all danger in this regard we use an automatic cutoff, as in pipe M, between the fire-box J, burner K, and the outlet C2. The burner K may be a flat box of any desired shape, made of fire-clay or cast-iron, perforated on top, in the sides and forward end, so as to supply the combustible vapors in thin sheets or asa spray.

In applying this invention to use in kilns and furnaces the kind of nozzle to be used may be varied to adapt it to the work required of it. As it supersedes the use of a blast the twyer-holes can be utilized in cupola or stack furnaces, and in the various kilns and under boilers a fish-tail or fanshaped delivery may be used, so as to spread the liame as much as desired.

In many operations where this invention can be made available the pressure under i IOO which the air is forced into the machine is not important, and any good blower will be found sufficient. In other cases We insist on the use of an air-compressor or air-pump giving a uniformi and regular pressure of not less than twenty pounds to the square inch. For locomotive service,\vl1ere the best results and the highest speed are desired, the pressure under which air is introduced into the machine should be even greater than We have named.

Having thus fully described our joint invention, what We claim, and desire to secure by Letters Patent, is-

A machine for charging atmospheric air with the vapors of crude petroleum or other liquid hydrocarbons, being,` provided with a series of compartments, the first and every alternate compartment being,` fitted with a series of metal dividers so as to guide the incoming air into the body of oil in sheets, and the second and each alternate compartment fitted With a pinion to which metal blades are fastened, the same hung across the compartment so it must be forced to revolve by the passing air, forming an automatic agitator.

In testimony whereof We affix our signa-l tures, in presence of tWo witnesses, this 26th day of October, A. D. 1895. y

FLORENCE R. PARR. RICHARD E. AVERY. Vitnesses:

Il. E. MANSFIELD, SARAH MOORE. 

